Car-coupling



(No Model.)

R. D. GILBS.

GAR GOUPLING. No. 339,543. Patented Apr. 6, 1886.

h G E E C E, I E FG 1 13K- D H Fic-Z IG'H g A4 Il: EL s e D O\ f o K eIGII4 EN D Gl 5555 D RMMLNMT Ilwrrnn drames Farrar @tirreno ROBERT D.GILES, OF D'IROIT, MICHIGAN.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 339,543, dated April 6,1886. Application tieaivnvemteraiae. senin No. 181,662. No model.)

To all whom t may concern..-

Beit known that I, vROBERT D. Gines, of Detroit, in the county of Wayneand State of Michigan, have invented a new and useful Improvement inCar-Couplings, of which the following is a specification. Y

My invention is au improvement in railwaycar couplings, and ishereinafter fully pointed out in the claims.

Figures l and 2 are perspectives of part of one end of a railwaycar withmy coupling attached. Fig. 3 is a plan view, and Fig. 5 a sideelevation, of the coupling. Fig. a is an end view of the dead-wood andcoupling.

VA represents part of the end of a railwaycar and B represents thedead-wood.

D represents an iron bar, which is supported and fastened to the carprecisely as is the ordinary link-and-pin draw-ba-r, which is too wellunderstood to require explanation. The end of bar D projects forward ofthe deadwood B, and forward ofthe dead-wood a mon tise, L, Fig. 2, isformed in the upper and under surface of bar D, and the end of bar D isformed with a head, H, of the same horizontal thickness as bar D, but ofless vertical thickness, as clearly shown in the drawings. The part ofbar D which lies between the mortises and connects head H with the barismarked G.

C represents a hook-coupling, having the usual beveled face, K, andhaving at its point the usual slot,E, and pin-hole F, to permit the usetherewith of the ordinary link-and-pin coupling. The coupling-hookGisslotted horizontally from side to side from its rear end to about theheel of the face K, as shown by dotted lines in Fig. 3, so that it willembrace the end of bar D, and has formed upon the inner surfaces of theslot two tenons, I I, which fit into the mortises L L, so that theshoulder' oi the tenons bears against the shoulders formed on bar D bythe mortises LL and head H, and thus prevent the coupling-hook C frombeing removed from bar D by force applied in the direction of the lengthof said bar D, while at the same time the coupling-hook() can be slid onbar D horizontally in a direction at right angles to the length of saidbar. I make the faces of the mortises L L and tenons I I on an inclineleading forward from the plain side ofthe coupling-hook to thehookedside thereof, so that longitudinal strain applied to the hook has atendency to cause said ,hook to slide on the fixed bar D, and thusretain its engagement with another hook coupled thereto. Thisarrangement is shown by the lines O O, Fig. 3.

S represents a spring, one end of which is secured to bar D or to someportion of the car, and its free end rests and presses against thecoupling-hook C, as shown in Fig. 3.

g represents a rock-shaft hung in bearings f, secured to the dead-woodorother part of the end of the car, and having attached thereto a lever,e, which extends out toward the side of the car, and has also attachedthereto an arm, h, which is connected by a shackle or chain, i', to thecoupling-hook C. It will be readily understood that when the lever e israised the arm h will swing and slide the coupling-hook C on bar Dagainst the resi/stance of the spring S, as shown in Fig. 2, and thatwhen lever e is released the spring S will restore the coupling-hook Gto its original position.

rIhe bar D and hook C may be constructed of any suitable metal orcombination of metals--as cast and wrought iron-and the tenons andmortises which hold the hook to the bar may be straight, as shown in thedrawings, or dovetailed, if preferred.

The operation of my invention is so simple that it will be readilyunderstood by all railway mechanics without further description, and itwill he noticed that I avoid the necessity of swinging the wholedraw-bar laterally, as is the case with many hook-couplings, and simplyslide the hook laterally in the act of coupling or uncoupling two cars,while the rest of the draw-bar is stationary.

It is evident that the form of lever commonly used with the so-calledMiller Coupling may be used with my invention instead of the rockshaftand lever shown by me.

I am aware that carcouplings have heretofore been composed of draw-headshaving lateraily-sliding and interlocking spring-jaws, and also withinterlocking spring-jaws having avertical movement. It will beunderstood, however, that I make no claim to interlocking spring-jaws,broadly, whether moving laterally or vertically.

What I claim as myinvention, and desire to secure by Letters Patent, is

1. The combination of the iixed draw-bar D,

having ahead, H, and provided with mortises per and lower surfaces, acoupling-hook hav- 1o L L, the coupling-hook C, having tenons I I, ingthereon inclined tenons adapted to t in sliding on the draw-bar at rightangles with said mortises, substantially as shownand dethe line ofdraft, the spring S, and the rockscribed. shaft y, having a lever at oneend and connected with the coupling-hook at its other` end,substantially as described.

2. In combination with a xed drawbar having lateral inclined mortisesout -in its up- ROBERT D. GILES.

/Vitnesses:

GEO. W. MARSHALL, D. I. DAWSON.

